Sonic boom signatures from two databases, the BOOMFILE and the XB-70, were analyzed in terms of C-weighted sound exposure level (CSEL), A-weighted sound exposure level (ASEL), and Stevens Mark VII perceived level (PLdB), as well as the more traditional peak positive overpressure and rise time. The variability of these parameters due to propagation through atmosphere was analyzed for different aircraft Mach number and altitude groups. The low Mach number/low altitude group had significantly greater variation in rise time, overpressure, and loudness level than the high Mach number/high altitude group. The loudness of measured booms were found to have a variation of up to 25 dB relative to the loudness of boom predicted for a non-turbulent atmosphere. This is due primarily to the steeper ray paths of the high Mach number/high altitude group and the corresponding shorter distances traveled by these rays through the lower atmosphere resulting in reduced refraction effects. The general trend of decreased overpressure and loudness level with increasing lateral distance was also seen. Sonic boom signatures from early morning flights had less variation in rise time and overpressure than afternoon flights because of reduced turbulence. Measures of asymmetry (difference between compression and expansion portion of the signature) showed that the variability in Delta loudness level was greater than the variability in Delta overpressure due to the large influence of turbulence on rise time. Lastly, analysis of data within 50 percent of lateral cutoff showed that the mean value for overpressure and loudness level was independent of time of day but that the frequency with which it occurred was greater in the morning. This is a clear indicator of increased turbulence in the afternoon.